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Woodcliff Lake, NJ – December 9, 2010…With anticipation of enthusiasts around the world at fever pitch, today BMW M GmbH unveiled the newest member of its intimate product family. For the first time, the coveted M badge has been granted to the popular BMW 1 Series in the form of the all-new BMW 1 Series M Coupe. The M badge was imparted after a two-year development process through which BMW M engineers and test drivers achieved the exceptional power delivery and the signature, near-perfect driving behavior of a BMW M car. The 2011 BMW 1 Series M Coupe will be available in limited quantities and with a limited range of options at Authorized BMW Centers in Spring, 2011. Final pricing, packages, and options will be announced closer to the on-sale date.

“Eigenwillig,” a German word meaning “self-willed,” “individual,” and “determined to go its own way,” has been the proper word to describe the most unique and memorable M cars of the past three decades. With the original 1988 BMW M3 as its inspiration, the 2011 BMW 1 Series M Coupe combines the raw capabilities of a race car with the agility, versatility, and seating position of a compact BMW Coupe to create a pure Ultimate Driving Machine®. In doing so, the 1 Series M Coupe continues the eigenwillig tradition of BMW M. With its latest two-door model, BMW M is illustrating its ability to build race car performance into a small car, capable of everyday use.

Dimensions and Construction.

The new BMW 1 Series M Coupe has been developed for near-perfect balance and a large, square footprint. It is 71 inches (1803mm) wide – 4.8 inches (122mm) wider than its 1988 M3 ancestor - yet only 1.3 inches (33mm) longer at 172.4 inches (4379mm) long. The new 1 Series M Coupe weighs in at 1,495kg DIN (3,296 lbs, preliminary), and features a 104.7-inch (2659mm) wheelbase, three inches longer than the 1988 M3. Front and rear track widths are exactly the same on the 1 Series M Coupe at 60.7 inches (1542mm) each. Compared to the 2011 BMW 135i Coupe, the 1 Series M Coupe is 0.2 inches (5mm) longer, 2.1 inches (53mm) wider, 0.5 inches (13mm) taller, and rides on the same 104.7 inch (2659mm) wheelbase. It features a track 2.8 inches (71mm) wider up front and 1.8 inches (46mm) wider in the rear, and weighs 35kg DIN (77 lbs, preliminary) less.

The new 1 Series M Coupe features a high-strength steel unibody, with unique, widened fenders and rear quarter panels to house the substantially widened track. It also features a metal roof panel which saves about 35 lbs (15kg) compared to BMW 1 Series models equipped with a moonroof. The 2011 BMW 1 Series M Coupe, constructed as one of BMW’s most performance-oriented vehicles in recent years, will not be offered with a moonroof. This weight savings - at the tallest point of the vehicle - provides a corresponding drop in the center of gravity, which contributes to improved driving dynamics. It also helps maximize head room (or helmet room, as the case may be).

Engineering a chassis which is “faster than its engine”
Providing sure-footed responsive handling for a high-performance, powerful and luxurious coupe, while keeping mass under control, presented numerous challenges for BMW M’s engineers. The result is an aluminum suspension originally conceived for the current-generation M3, and tuned specifically for this model at BMW M’s Nϋrburgring Nordschleife test center. Of course, every BMW design begins with arranging major components in a way that facilitates near-perfect front/rear weight balance (51.7/48.3).

Virtually all of the front-end components are aluminum, including the front struts, swivel bearings, central subframe and an additional thrust panel below the engine serving to maximize lateral stiffness of the entire front section.

At the rear axle, the subframe, transverse arms, track arms, and wheel hubs have been reconfigured by M for ideal kinematics, geometry and stiffness. Virtually every detail on the five-arm rear axle is made of aluminum and is new for this generation of BMW M vehicles, including the aluminum dampers.

Both the front and rear axles feature hollow anti-roll bars optimized for their function and weight. Incorporating two additional longitudinal reinforcement bars, axle kinematics are perfectly tailored to the overall street and track character of the car. The result, in terms of both stability and weight, conforms to the balanced performance concept of every BMW M vehicle.

Compound Brakes and Wheels
A suitably powerful braking system for a car with this much performance was originally developed for the current-generation BMW M3. The internally-vented, cross-drilled cast iron discs measure 14.2 inches (360mm) in diameter at the front and 13.8 inches (350mm) in the rear. Featuring large compound disc brakes and electronic anti-lock, stopping power for the 1 Series M Coupe is strong, precise and consistent. Each disc is connected to a floating aluminum hub by cast-in stainless-steel pins. This configuration reduces the thermal loads on the discs, thus increasing their performance and service life. An electrically-driven pump provides the system’s vacuum power.

Service – and safety – are enhanced thanks to an integrated wear indicator which, through a dash display, allows the driver to monitor the condition of the brake linings. Brake service – covered for four years or 50,000 miles under BMW Ultimate Service - can thus be administered when necessary without guesswork.

The 1 Series M Coupe is equipped with the M-specific, light-alloy cross-spoke wheels from the M3 Competition Package and limited-production M3 GTS. They measure 19 x 9 inches with 245/35/R19 low-profile tires at the front and 19 x 10 inches with 265/35/R19 tires at the rear, and are silver in color.

In the BMW 1 Series M Coupe, power transmission to the rear wheels also provides the ideal basis for thrilling driving dynamics due to the consistent separation of drivetrain and steering functions. The rack-and-pinion steering is fitted with the hydraulic power steering system called Servotronic, which regulates boost in relation to road speed.

Engine.

The heart of every BMW is the engine, and so an inline-6 with outstanding performance, free-revving behavior, and endless thrust propels the BMW 1 Series M Coupe. The concept is familiar: in the model history of BMW M, the high-revving inline-6 is one of the classic engine formats. In the second and third generations of BMW M3, the inline-6 became famous for combining high output, razor-sharp response, and sonorous sounds. In the BMW 1 Series M Coupe, the inline-6 engine concept is realized in its most up-to-date form.

The twin-turbocharged, all-aluminum, 3.0-liter inline-6 engine is characterized by instantaneous response to the accelerator pedal, fantastic sounds, and a free-revving spirit. The combination of twin low-mass turbochargers and BMW’s High Precision direct injection offers an output a naturally-aspirated engine would only be able to provide through more cylinders and larger displacement.

The turbocharger system developed for the engine of the new 1 Series M Coupe maintains a high output throughout the entire engine speed range. Maximum output of 335 hp (250 kW) is delivered at 5,900 rpm. Nominal peak torque is 332 lb-ft (450 Nm) from 1,500 rpm to 4,500 rpm. Redline is 7,000 rpm. The enhanced engine management system of the 1 Series M Coupe includes an electronically-controlled overboost function to briefly increase torque under full load by another 37 lb-ft (50 Nm). This temporary torque peak of 369 lb-ft gives the car a substantial increase in acceleration. The 1 Series M Coupe will complete the sprint from a standstill to 60 mph in just 4.7 seconds (0-100 kmh in 4.9 seconds). The standing quarter-mile mark comes up in 13.2 seconds. Top speed is limited electronically to 155 mph (250 kmh).

Signature sound to accompany the surge of power.

The exhaust system of the 1 Series M Coupe has been tuned by M specifically for this new model. Acoustic engineering gives the car a unique personality in all phases of operation. The M exhaust system is easily recognized by the presence of its four signature exhaust pipes.

M Drive Button.

The new 1 Series M Coupe also features the steering wheel-mounted M Drive button that made its first appearance in the 2006 M5. In the 1 Series M Coupe, the M Button activates a razor-sharp throttle response program for the sportiest driving. This means that the performance characteristics of the engine can be varied according to the driver's wishes.

6-speed Manual Transmission.

A close ratio 6-speed manual transmission is used for power transmission to the rear wheels in the BMW 1 Series M Coupe. It was specially designed to interact with high-torque engines and has been fitted for this purpose with a dry sump cooling system. An upgraded flywheel for high-torque applications is installed between the engine and transmission. The transmission is operated using a very short M gearshift lever. Final drive ratio is 3.15: 1.

Variable M differential lock, DSC with M Dynamic Mode.

The BMW 1 Series M Coupe is fitted with a variable M differential lock. This generates lock-up torque on-demand and variably, thus providing for optimum rear-wheel drive traction on all road surfaces. The variable M differential lock responds to differences in rotational speeds in the right and left rear wheel, redirecting drive torque in a fraction of a second. So where there are significant differences in friction coefficients between the right and left rear wheel, for example, optimum traction and maximum possible propulsion are ensured. The centrifuge principle of the variable M differential lock supports the dynamic qualities of rear-wheel drive both on slippery surfaces and when accelerating out of bends.

This gives the BMW 1 Series M Coupe traction benefits on slippery surfaces, snow and sand. It also supports sporty-style motoring on narrow, winding roads such as mountain passes since optimum traction and maximum drive torque are available when accelerating out of a bend. So in this model, too, the variable M differential lock proves ideal support for the driving dynamics properties of rear-wheel drive.
The Dynamic Stability Control (DSC) of the BMW 1 Series M Coupe includes such elements as the Antilock Brake System (ABS), an anti-slip control function (ASC), the brake assistant Dynamic Brake Control (DBC), a hill-hold assistant for starting off, Cornering Brake Control (CBC), a brake fade compensation function and a brake drying function. In the wet or on slippery surfaces the DSC intervenes discreetly to limit oversteer.

As an alternative to normal operating status, the driver can activate M Dynamic Mode (MDM) by means of pushing the MDM Button between the front air vents, raising the intervention thresholds of the DSC system. MDM enables slight amounts of dynamic oversteer under specific circumstances to enable optimum vehicle yaw for maximum performance. Demonstrations at the BMW Performance Center in Spartanburg, S.C. have proven MDM mode to enable the fastest-possible lapping performance while still providing the assurance and protection of Dynamic Stability Control. MDM also facilitates starting off in snow or loose surfaces by means of carefully controlled amounts of wheelspin. DSC may be fully disabled via a long-press of the MDM button (ABS remains active).

^^Agreed^^ They lost me at 3300lbs. I would gladly give up 100 hp if they could drop the weight down to 2700lbs ish. If a Mini Cooper S can weigh in at 2500lbs, this 1 M should be no more than 2700lbs. Like just about all BMW's in the last 10 years I'm losing interest as they are gaining weight. The Ford Mustang is looking better and better, along with the Hyundai Genesis.....

I know the Mustang and Genesis are heavy also, but they are bigger and provide driving dynamics that was once the benchmark of a BMW that seems to be going by the wayside in exchange for more luxury and comfort. If I wanted luxury and comfort, I'd buy a Mercedes, I want performance, hence I buy a BMW. Or maybe bought BMW's and will be going elswhere with future vehicles......

This is almost exactly the same weight as an e36 m3.....with an added 100 hoarse and most likely a ton of potential for hp gains.
Personally I love everything about this car I just wish bmw would go back to stock dish rims!

Why do we have to have this discussion every time a new car comes out? 14 years adds a lot of safety, comfort, and technology - things people who have $50k+ to buy a fun car value.

LOL.....I guess this shows our age difference, I just don't like the direction BMW and many other car manufacturers are going. I understand the safety and technology and comfort argument, and for the masses, that is what people look for. I can't even blame them, because of the business model it creates. The problem I have is when they compare it to an e30 M3, or say how it brings the company back to it's roots etc, those kind of statements or comparisons just prove they even know they had something back in the day and that over the years they have strayed to grab a bigger piece of market share, and now they are trying to capture some of the glory from back in the day. BUT where are the enthusiasts supposed to shop. Jay, you know weight is the enemy of performance more than anything, so someone looking to flog they're ride at racetracks and autocrosses or rallies, this car is just another heavy pig.

Of course it's another heavy pig, but honestly, in the late 80s the E30 was a heavy pig also. CRX owners would have been like "omg the 318is, which BMW is claiming as their lightweight 2002 lineage, weighs 500-600lbs more than our cars!". It's an endless cycle.

Fact is, BMW owners have and always will demand a huge amount of luxury and safety features baked into their cars. They build what the focus groups demand, and frankly the people in those groups (and the people who are buying new BMWs) aren't like us.

I still prefer the Genesis Coupe over the 1-series, and probably always will. In 1991, I'd probably want a Talon Tsi over an E30. But again, you and I aren't who BMW is building cars for...

In all honesty, I like for the most part, what I see with the 1M. What I absoluteyly HATE and I mean despise is the thought of a comparison, or comment that they are trying to tie it in to the e30 M3, that is WEAK! Not the same thing and in no way, would I even compare those vehicles other than they both were the Roundel.

I think having the weight and size back to back on paper as displayed above insinuates a comparison but I doubt that that's their goal.

I think they're simply stating that the 1//M is your modern day E30 M3.
I doubt the intent is to actually put one v.s the other, that would be absurd.

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Disclaimer:The opinions expressed by JunzieB is his alone and does not reflect the opinions of Maxbimmer or any members thereof. JunzieB is not responsible for any hurt feelings that may develop during the reading of his posts.

If I have the means in the future, this will be my next race car. I bet you can get it down to 2700# WET, including the cage, without trying too hard.
The seats alone have to be 300#
As a race car it will be an E30 with a ton of power and a suspension design that even most modern production based race cars can only dream about.

Well today's safety regulations that are pushed by government agencies and the industry itself through competition among car makers would never allow BMW to build a lighter car. If they take equipment out they'd either not comply with some safety regulations or would shoot themselves in the foot against competition from Benz, Audi and the other big names.

And as for building CSL versions standard it's a good idea. The only reason why I think they don't do it is because whenever they do take a load of stuff off the car to make it faster they want to charge MORE for it even though you get less value for your buck. So in other words they are effectively ripping you off and they can only do that on your face and in bright daylight if they have the excuse to say that it's a limited production run "future collector's" car as all of the CSL/LTW cars are.

So I say if you want better performance the only thing you can do is buy the standard car and rip stuff out of it at the expense of ruining your warranty

So I guess dbl_trble should write an angry letter to BMW telling them that he will no longer be making the purchase as when he put down a deposit on the car, he was expecting for it be lighter.
O wait, you aren't buying the car (regardless of weight) and not the type of driver/demographic that they are gearing it towards.
BMW doesn't sit and think to themselves, "lets build a car that the masses do not currently want, because dbl_trble and the rest of the Max gang will be fighting over getting it when it is 25 years old and worth a 1000$".
You guys kill me, you really do.

They know the market well, you know, because they spend multi millions on research and that is why Europe gets the fun models, because people there are a different "type" of driver and can see the awesomeness in a LTW or CSL model.

Here(NA), we want status, lots of power and the comforts fit for a god, in a car. (a few of us want a car we can throw around the track once a year). That's what they give us.